Apparatus for testing a moving vehicle

ABSTRACT

An apparatus and method is provided for testing at least one performance characteristic of a vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.10/939,077, filed Sep. 10, 2004, the disclosure of which is expresslyincorporated by reference herein.

FIELD OF THE INVENTION

The present invention relates to an apparatus and method for testing atleast one performance characteristic of a vehicle and in particular totesting at least one performance characteristic of the vehicle as thevehicle is moving.

BACKGROUND

Being able to optimize the performance characteristics of a vehicle isimportant for many reasons. An example performance characteristic is theamount of aerodynamic drag a vehicle experiences as it travels.Aerodynamic drag is defined as the resistance a vehicle experiences whenpassing through air. This resisting force is exerted on the vehicleparallel to the vehicle's trajectory or direction and opposite indirection to the vehicle's motion.

Additional performance characteristics including lift and mechanicalresistance, such as wheel bearing resistance, also can affect theperformance of a vehicle, such as a racecar. Lift is defined as theaerodynamic force which acts normal to the direction of the body inmotion.

By minimizing the amount of drag a vehicle experiences as it movesthrough air, the fuel economy of the vehicle may be increased and thevehicle is able to travel at a higher speed for a given motive force(power). The minimization of drag is particularly important in the worldof competitive automobile racing. A single pound of drag can result inabout a 0.1 mile per hour (mph) difference in the average lap racingspeed of a contemporary racecar. Ideally, a racecar should be setup tominimize drag and to maximize negative lift or downforce as it is oftenreferred to.

Traditionally, testing to reduce drag, increase downforce, and/orevaluate additional performance characteristics, such as aerodynamicperformance characteristics, has typically been accomplished in twoways, straight line testing and wind tunnel testing. As used herein,testing is defined as the gathering of data which may be used toevaluate a performance characteristic of a vehicle, such as aerodynamicdrag or downforce. In conventional straight line testing the vehicle ismoved relative to a support surface. In conventional wind tunnel testingair is moved over a stationary object, such as a vehicle, and forces onthe object produced by the air movement are measured. In both cases therelative air speed must be high enough to produce measurable forces onthe object.

In order to provide enough space, straight line testing is done in anopen environment. One of the problems with testing in an openenvironment is that there is little chance of repeatability ofenvironment conditions from a first test to a second test. One of thebiggest and most important variables is the presence or absence of windeither in line with the movement of the vehicle or at an angle to themovement of the vehicle. Other variables include temperature andhumidity. By not having a repeatable testing environment it is difficultto determine if changes in monitored performance characteristics, suchas aerodynamic drag and down force, determined by data gathered duringtesting are due to changes in the design or setup of the vehicle, aredue to changes in the environmental conditions, or are due to acombination of the two.

Wind tunnel testing provides the ability to control certainenvironmental parameters, but has several drawbacks. First, often amodel of the vehicle must be made because the physical size of the windtunnel cannot accommodate the full size vehicle. Second, the vehicleremains stationary during testing and air is forced past the vehicle.The performance characteristics of a stationary vehicle are notequivalent to the performance characteristics of a moving vehicle. Thedifferences can be attributable at least to the fact that the car is notmoving relative to the support or floor (especially important for racecars which have low clearances relative to the support), the air effectsdue to tire rotation are not present (especially important for openwheel vehicles), and the exhaust and other attributes of a runningvehicle are not present though all of these elements can be modeled, butwith increasing complexity and room for error.

As such, a need exists for a testing apparatus and method which providesa testing environmental which has the capability to provide generallyrepeatable environmental conditions, in particular wind conditions, andwhich permits a vehicle to be tested as the vehicle is functioning inits normal mode of operation.

In one exemplary embodiment, a method for testing a vehicle moving underits own power and having one or more sensors coupled thereto to evaluateat least one performance characteristic of the vehicle is provided. Themethod comprising the steps of providing a support having an uppersurface, the support configured to support the vehicle and to permit thevehicle to travel across the upper surface; providing a generallyrepeatable static volume of air above the support; accelerating thevehicle under its own power along the support to a desired speed;detecting when the vehicle enters a test region of the support;detecting when the vehicle exits the test region of the support;monitoring one or more of the sensors coupled to the vehicle at leastwhile the vehicle is in the test region of the support; and deceleratingthe vehicle to a stop. In one example, the step of providing thegenerally repeatable static volume of air above the support includes thestep of providing an upper portion which cooperates with the support todefine an enclosure which encloses a volume of air which is notgenerally influenced by air currents outside of the upper portion.

In another exemplary embodiment, an apparatus for testing a vehiclemoving under its own power to evaluate at least one performancecharacteristic of the vehicle, the vehicle having a controller isprovided. The apparatus comprising a support configured to support thevehicle and to permit the vehicle to travel over an upper surface of thesupport; an upper portion, the upper portion and the support cooperatingto define an enclosure, the upper portion having an entrance, theentrance being positionable in an open position permitting the vehicleto ingress into and egress out of the enclosure and a closed positiongenerally blocking the vehicle from ingress into and egress out of theenclosure; a first transmitter coupled to one of the support and theupper portion and located at a first position along a length of thesupport, the first transmitter configured provide an indication to thecontroller of the vehicle that the vehicle has passed the firstposition, the first position being chosen to provide a sufficient lengthof the support to permit the acceleration of the vehicle to apredetermined speed prior to reaching the first position; and a secondtransmitter coupled to one of the support and the upper portion andlocated at a second position along the length of the support spacedapart from the first position, the second transmitter configured providean indication to the vehicle that the controller of the vehicle haspassed the second position, the second position being chosen to providea sufficient length of support subsequent to the second position topermit the vehicle to decelerate to a stop. In one example, the firsttransmitter and the second transmitter each emit a signal that isreceived by a receiver on the vehicle as the vehicle passes by therespective transmitter.

In a further exemplary embodiment, an apparatus for testing a vehiclemoving under its own power to evaluate at least one performancecharacteristic of the vehicle is provided. The apparatus comprising asupport configured to support the vehicle and to permit the vehicle totravel over an upper surface of the support; and an upper portion, theupper portion and the support cooperating to define an enclosure, theupper portion having an entrance, the entrance being positionable in anopen position permitting the vehicle to ingress into and egress out ofthe enclosure and a closed position generally blocking the vehicle fromingress into and egress out of the enclosure; the upper portion furtherincluding a break away section removably coupled to the upper sectionand configured to become spaced apart from the remainder of the upperportion when the vehicle impacts the breakaway section, the breakawaysection thereby permitting the vehicle to at least partially egress fromthe enclosure. In one example, the entrance includes a door and thebreakaway section is a first portion of the door. In another example,the apparatus further comprises a second support positioned outside ofthe enclosure and adjacent the breakaway section, the second supportconfigured to support the vehicle as it egresses from the enclosurethrough the breakaway section. In one variation the apparatus furthercomprises an impact member supported by the second support andconfigured to aid in the deceleration of the vehicle.

In still a further exemplary embodiment, an apparatus for testing amoving vehicle to evaluate at least one performance characteristic ofthe vehicle, the vehicle having a first component is provided. Theapparatus comprising an enclosure having a first entrance and a supportconfigured to permit the movement of the vehicle relative to an uppersurface of the support, the first entrance configured to permit ingressand egress of the vehicle relative to the enclosure; a sensor adapted tobe coupled to the vehicle and configured to monitor the first componentof the vehicle and to provide sensor data corresponding to the firstcomponent of the vehicle; a first indicator located at a first positionwithin the enclosure and a second indicator located at a second positionwithin the enclosure, the second position being spaced apart from thefirst position and the portion of the support located generally betweenthe first position and the second position defining a test region of theapparatus, the first indicator being configured to provide a firstindication corresponding to the vehicle being at the first position andthe second indicator being configured to provide a second indicationcorresponding to the vehicle being at the second location; and acontroller operably coupled to the sensor and configured to collectinformation related to the sensor data at least when the vehicle is inthe test region, the test region being of a length sufficient to permitthe collection of information related to sensor data for a predeterminedperiod of time. In one example, the predetermined period of time is atleast about 5 seconds to about 7 seconds.

In yet a further exemplary embodiment, a method of testing a vehicle toevaluate at least one performance characteristic of a moving vehicle,the vehicle having an associated sensor. The method comprising the stepsof providing an environment with generally repeatable environmentalcharacteristics, the environment including an enclosure having a supportsurface; positioning the vehicle generally proximate to a first end ofthe support surface; accelerating the vehicle relative to the supportsurface to a first speed, the first speed being at least about 100 mph;capturing sensor date corresponding to the performance of the vehicle;and decelerating the vehicle to a rest position. In one example, thestep of providing the environment comprises the steps of enclosing anexisting tunnel to define an enclosed body of generally static air;paving a support surface on a bottom portion of the tunnel; andproviding an entrance for ingress into and egress out of at least oneend of the tunnel. In another example, the method further comprises thesteps of monitoring an environmental condition selected from the groupof temperature and humidity; and controlling a device to adjust theenvironmental condition.

In still yet a further embodiment, an apparatus for testing a vehiclemoving under its own power to evaluate at least one performancecharacteristic of the vehicle is provided. The apparatus comprising asupport configured to support the vehicle and to permit the vehicle totravel over an upper surface of the support, the support being of asufficient length to permit the vehicle to accelerate, move at a desiredspeed and decelerate in its normal mode of operation; and an upperportion, the upper portion and the support cooperating to define anenclosure, the upper portion having an entrance configured to permitingress into and egress from the enclosure; at least one turntablecoupled to the support and configured to support the vehicle and tochange the orientation of the vehicle, the at least one turntable beingpositioned at a first end of the support.

In an additional embodiment, an apparatus for testing a vehicle movingunder its own power to evaluate at least one performance characteristicof the vehicle, the vehicle including at least one sensor is provided.The apparatus comprising an enclosure having a controllable environment;the enclosure including a first section for vehicle acceleration to apredetermined speed, a second section for gathering information from thesensor for evaluating at least one performance characteristic of thevehicle at the predetermined speed for a predetermined time, and a thirdsection for vehicle deceleration to a stop; and a controller forcontrolling at least one environmental condition of the enclosure toprovide for subsequent testing of the vehicle at generally repeatableenvironmental conditions. In one example, wherein the environmentalcondition is selected from the group of temperature and humidity. Inanother example, the apparatus further comprises a sensor within theenclosure to monitor the environmental condition and to provide anindication of the environmental condition to the controller. In yet afurther example, the apparatus further comprises an alarm to monitor theenvironmental condition of the enclosure. In one variation, the alarm isa carbon monoxide alarm.

Additional features of the invention will become apparent to thoseskilled in the art upon consideration of the following detaileddescription of the preferred embodiment exemplifying the best mode ofcarrying out the invention as presently perceived.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a perspective view of an exemplary enclosure having a supportfor supporting a vehicle, a top portion, a first end, and a second end;

FIG. 1B is a partial top view of the enclosure of FIG. 1A having asecond enclosure positioned outside of the first end, the secondenclosure being located between two doors;

FIG. 2A is a sectional view of the support of FIG. 1B;

FIG. 2B is a top view of an exemplary support for use with the enclosureof FIG. 1A;

FIG. 3 is an illustrative view of the enclosure of FIG. 1A being atleast partially formed from a tunnel in a mountain;

FIG. 4 is a diagrammatic top view of the enclosure of FIG. 1A;

FIG. 5 is a diagrammatic view of the interaction between the vehicle andtwo transmitters which define a beginning and an end of a test sectionof the enclosure;

FIG. 6 is an exemplary view of a second end of the enclosure of FIG. 1Aillustrating an entrance having an upper portion of a door and a lowerportion of the door situated next to a wall of the enclosure;

FIG. 7 is an exemplary view of a the send end shown in FIG. 6 with thelower portion of the door positioned in the entrance and the upperportion of the door contacting the lower portion;

FIG. 8 is an exemplary run out support positioned outside of the secondend of FIG. 6 including an impact member and a barrier;

FIG. 9 is an exemplary view of enclosure 100; and

FIG. 10 illustrates an additional component, a light, which is attachedto a vehicle.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Referring to FIG. 1, an apparatus 100 for testing a vehicle 150 (seeFIG. 4) to evaluate at least one performance characteristic of vehicle150 is shown. Apparatus 100 includes an enclosure 102 having a support104 which supports vehicle 150 and permits vehicle 150 to move across anupper surface 106 of support 104. Enclosure 102 includes a top portion112 which includes a first end wall 108 and a second end wall 110. Topportion 112 cooperates with support 104 to define an enclosed volume ofair. In one embodiment, the enclosed volume of air is a generally stablebody of air providing repeatable minimal or non-existent wind or airflow conditions.

In one example, the enclosed volume of air is sealed from the outsideenvironment. In another example, the enclosed volume of air is in fluidcommunication with the outside environment such that air may flow intoand/or out of the enclosure through one or more openings, such asapertures, cracks, and/or leaks. However, the enclosed volume of air ofenclosure 100 should still provide repeatable minimal or non-existentwind or air flow conditions at least in the region of enclosure 100wherein data is to be gathered from vehicle 150, such as section 162.

In one embodiment, enclosure 100 may be completely open on one end andstill provide repeatable minimal or non-existent wind or air flowconditions at least in the region of enclosure 100 wherein data is to begathered from vehicle 150, such as section 162. In one example, an end,such as the end containing entrance 114, may be in fluid communicationwith the outside environment (the door of entrance 114 may be opened ornon-existent) while the other portions of enclosure 100 are sealed orgenerally sealed from the outside environment resulting in only minimalor non-existent air flow or wind conditions in the region of enclosure100 which corresponds to the region of enclosure 100 wherein data is tobe gathered from vehicle 150, such as section 162.

As illustratively shown in FIG. 1A, first end wall 108 includes anentrance 114 which permits ingress into and egress from enclosure 102.In one embodiment, entrance 114 is a single door, such as a garage dooror a roll-top door, and is sized to permit the ingress and egress ofvehicle 150 relative to enclosure 102. In one example (see FIG. 1B),entrance 114 includes multiple spaced apart doors defining an enclosure117 therebetween. In order to ingress vehicle 150 into enclosure 102, anouter door 118 a is opened and vehicle 150 is moved to the space 117between outer door 118 a and an inner door 118 b. Outer door 118 a issubsequently closed and inner door 118 b is opened thereby permittingthe ingress of the vehicle into enclosure 102. One advantage of havingspaced apart multiple doors is that vehicle 150 can be ingress into oregress out of enclosure 102 while minimizing the exposure of enclosure102 to the ever changing environmental conditions of the outside world.

In one embodiment, second end wall 110 also includes an entrance 116,entrance 116 being generally similar to entrance 114. In an alternativeembodiment, an entrance, such as entrance 114, is provided in topportion 112 at a location between first end 108 and second end 110. Inanother alternative embodiment, an entrance such as an elevator or liftis provided in support 104. In one example, entrances 114 and 116 arewater-tight. In another example, entrances 114 and 116 are air-tight.

Referring to FIG. 2A, support 104 and in particular upper surface 106 ofsupport 104 is generally flat along a transverse length of upper surface106. In alternative embodiments, support 104 is generally convex along atransverse length of upper surface 106. In another embodiment, support104 and in particular upper surface 106 is banked along a transverselength to simulate the banking of some race tracks.

Support 104 illustratively includes a concrete lower portion 122,similar to standard concrete interstate road sections and an asphaltupper portion 124 including upper surface 106. In alternativeembodiments, support 104 may be fabricated from other suitablematerials. In one embodiment, both of concrete lower portion 122 andasphalt upper portion 124 are cut into sections, such as sections 126 a,126 b, 126 c, 126 d in FIG. 2B, to provide expansion joints 128 and asealing compound 130 is filled into the gap between respective sections.In one example, sections 126 are about 30 feet long by about 11 ft wide.

In one embodiment, support 104 and in particular upper surface 106 ofsupport 104 is generally flat along a longitudinal extent of uppersurface 106. In another embodiment, at least a portion of upper surface106 has one of an uphill grade or a downhill grade. In yet a furtherembodiment, support 140 and in particular upper surface 106 is curved.In still a further embodiment, support 140 and in particular uppersurface 106 includes one or more straight sections and one or morecurved or otherwise non-linear sections. In one example, support 104 andin particular upper surface 106 defines a closed loop, such as an oval.In yet another embodiment, support 104 and in particular upper surface106 includes one or more bumps or depressions to simulate a bump and/ordepression in a race track surface.

Upper surface 106 of support 104 should be as smooth as possible topermit the faster acceleration of vehicle 150 across support 104 and tominimize any effects of the surface variation on the performance ofvehicle 150. In one example, upper surface 106 is about a forty in roadnumbers meaning that upper surface 106 contains approximately 40 inchesof up and down variation over a mile of asphalt. In another example, theupper surface can be ground to about a five road number.

Returning to FIG. 1A, top portion 112 is shown as a generallyquadrilateral section having two walls 130 a and 130 b and a ceiling132. In alternative embodiment, top portion 112 has a generally roundedshape, a triangular shape, or other suitable shape.

In one embodiment, a cross-sectional area 101 (see FIG. 1) of enclosure100, transverse to the direction of travel of vehicle 150 duringtesting, should be sized such that vehicle 150 occupies no more thanabout 10 percent of cross-sectional area 101. In other examples, vehicle150 should occupy no more than about 5 percent of cross-sectional area101.

In one embodiment, top portion 112 is a free standing structure, such asa building, and may be fabricated from a variety of building materials,such as wood, concrete, metal, plastic, or combination thereof. In apreferred embodiment shown in FIG. 3, top portion 112 is formed as partof a tunnel 134 dug into a mountain 136. As is well known in the art oftunnels, the upper surface and side surfaces of the tunnel may havevarious structures coupled thereto, such as walls and a ceiling madefrom concrete or other building materials. One advantage of using atunnel to assist in defining the enclosure, the tunnel generally has aconstant temperature without the need for heating and/or cooling unitswhich create additional air currents in the enclosure. In an alternativeembodiment, an underground mine or quarry may be used.

In one embodiment, an existing tunnel previously used for public vehicletransportation or railway transportation is converted to an enclosure100. The existing tunnel is capped at both ends with an entrance beingprovided in one of the ends or in both of the ends. The entrance ismovable between an open position to permit the ingress and egress ofvehicle 150 and a closed position to provide a static volume of air notinfluenced by outside air currents. A support is provided for thevehicle to travel across while inside the enclosure. In one example, anasphalt support is paved over an existing roadbed to provide an uppersurface suitable for testing. Additional components described herein maybe added to the existing tunnel as well, such as transmitters 188,alarms 200, and environmental control units 204.

As explained herein, enclosure 100 permits vehicle 150 (see FIG. 4) tobe tested in a repeatable environment under normal operating conditions,such as vehicle 150 moving across upper surface 106 of support 104 underits own power. Therefore, enclosure 100 requires a portion of support104 to be used to permit the acceleration of vehicle 150 to a desiredspeed, a portion of support 104 to be used for gathering informationrelated to the performance of vehicle 150 for a predetermined time, anda portion of support 104 to be used to permit the deceleration ofvehicle 150. The length of section 162 and the speed of vehicle 150influence the predetermined time information is gathered. Eitherincreasing the length of section 162 and/or decreasing the speed ofvehicle 150 increases the predetermined time. In one example, thepredetermined time is in the range of about 5 seconds to about 7seconds. In another example, section 162 is lengthened such that thepredetermined time is about 10 seconds or about 20 seconds.

Referring to FIG. 4, a diagrammatic overhead view of enclosure 100 isshown. Support 104 is shown divided generally into three sections 160,162, and 164. Sections 160, 162, 164 may be approximately equal lengthalong a longitudinal direction of support 104. However, sections 160,162, 164 may have different lengths relative to each other. Forinstance, section 162 may be longer than sections 160 and 164. Support104 further includes additional sections 166 and 168 which may be usedfor the storage of equipment, as areas designated for personnel duringtesting, or for additional uses. Sections 166 and 168 eachillustratively include turntables 170 and 172 which are used to assistin the orientation of vehicle 150 relative to support 104.

Section 160 is generally positioned proximate to first end 108 ofenclosure 100. A length A of section 160 generally is chosen to at leastpermit the acceleration of vehicle 150 to a desired speed for testing.In one example, length A is chosen to permit the acceleration of vehicle150 to about 100 mph. In another example, length A is chosen to permitthe acceleration of vehicle 150 to about 120 mph to 130 mph. The lengthA is a function of the desired speed and the acceleration capabilitiesof vehicle 150. In one exemplary embodiment, vehicle 150 is a race car,such as for the NASCAR® series or the INDY CAR® series, and length A isat least about 1500 feet to permit the acceleration of vehicle 150 to aspeed of about 100 mph to about 130 mph. In an alternative embodiment,length A is chosen such that vehicle 150 is permitted to accelerate to aspeed of about 50 mph.

In alternative embodiments, length A of section 160 can be shortened bythe inclusion of a catapult system (not shown) to aid in theacceleration of vehicle 150. The catapult system is used to acceleratevehicle 150 which is then further propelled and/or accelerated by itsown power source or engine.

Section 164 is generally positioned proximate to second end 110 ofenclosure 100. A length C of section 164 generally is chosen to at leastpermit the deceleration of vehicle 150 to a stop. In one example, lengthC is chosen to permit the deceleration of vehicle 150 from about 100 mphto a stop with or without the aid of a braking system of vehicle 150. Inanother example, length C is chosen to permit the deceleration ofvehicle 150 from about 120 mph to about 130 mph to a stop with orwithout the aid of a braking system of vehicle 150. The length C is afunction of the speed of vehicle 150 as it exits section 162 and thedeceleration capabilities of vehicle 150. In one exemplary embodiment,vehicle 150 is a race car, such as for the NASCAR® series or the INDYCAR® series, and length C is at least about 1500 feet to permit thedeceleration of vehicle 150 from about 100 mph to about 130 mph to astop. In one example, wherein vehicle 150 is tested as it travelsthrough section 162 in direction 212 and again in direction 214,sections 160 and 164 are generally equal length.

In alternative embodiments, length C of section 164 can be shortened bythe inclusion of a tailhook (not shown) on vehicle 150 and arrestingwires (not shown) in section 164 configured to couple with the tailhookto aid in the deceleration of vehicle 150. The combination tailhook andarresting wires are used to decelerate vehicle 150 which is then furtherdecelerated by the braking system of vehicle 150.

Section 162 is generally positioned between sections 160 and 164. Alength B of section 162 generally is chosen to at least permit thecapture of useful data from one or more sensors 180 (see FIG. 5) coupledto vehicle 150 for a predetermined time. The length of section 162 andthe speed of vehicle 150 influence the predetermined time information isgathered. Either increasing the length of section 162 and/or decreasingthe speed of vehicle 150 increases the predetermined time. In oneexample, the predetermined time is in the range of about 5 seconds toabout 7 seconds. In another example, section 162 is lengthened such thatthe predetermined time is about 10 seconds or about 20 seconds. In oneexample, length B is at least about 1500 feet. As such, in one exemplaryembodiment the length of sections 160, 162, 164 combined is at leastabout 4500 feet. In another exemplary embodiment, the combined length ofsections 160, 162, 164 is at least 4000 feet.

Referring to FIG. 5, vehicle 150 includes one or more sensors 180, suchas sensors 180 a and 180 b which are operably connected to a controller182. Controller 182 receives sensing signals from sensors 180 over awired connection, a wireless connection, or a combination of a wiredconnection and a wireless connection or controller 182 monitors aparameter of sensors 180, such as a voltage. In one example, the sensingsignals are sent or the parameters are monitored at a rate of about 500Hz. In another example, the sensing signals are sent or the parametersare monitored at a rate of about 1000 Hz.

Controller 182 stores the data received from sensors 180 in the sensingsignals or the monitored parameters in an associated memory 184 aseither analog information, digital information, or a combination ofanalog information and digital information. In an alternativeembodiment, the data received from sensors 180 or the monitoredparameters are automatically provided to a remote device instead ofbeing stored in memory 184. Exemplary sensors include, pressure sensors,temperature sensors, speed sensors, and the sensors listed in U.S. Pat.No. 5,173,856 assigned to Pi Research Limited, the disclosure of whichis expressly incorporated by reference herein.

Preferably controller 182 associates a time or other counter with thesensor data stored in memory 184 so that a rate of change in the sensordata can be determined. Further, in one embodiment, sensor data is onlystored for the timeframe that vehicle 150 is in section 162 of support104. In another embodiment, sensor data is stored for timeframes whereinvehicle 150 is outside of section 162 and inside section 162 and anindication is provided in the sensor data indicating when vehicle 150enters and exits section 162.

As shown if FIGS. 4 and 5, enclosure 100 includes two transmitters 188 aand 188 b which emit a signal generally transverse to the direction oftravel of vehicle 150 on support 104. The emitted signals are receivedby a receiver 190 on vehicle 150 as the receiver passes in front of therespective transmitter. Controller 182 utilizes the detection of theemitted signal from transmitters 188 a and 188 b to indicate whenvehicle 150 enters section 162 and when vehicle 150 exits section 162,respectively. As such, controller 182 is programmed to store sensor datain memory 184 subsequent to the detection of a first transmitted signalfrom transmitter 188 a until the detection of a second transmittedsignal from transmitter 188 b or to provide an indication in the storeddata as to when vehicle 150 enters section 162 and exits section 162.

In one example, controller 182 is configured to differentiate betweenthe signals transmitted from transmitter 188 a and transmitter 188 b. Inanother example, controller is configured to simply use a first detectedsignal regardless of whether transmitted by transmitter 188 a ortransmitter 188 b as a start signal and a second detected signalregardless of whether transmitted by transmitter 188 a or transmitter188 b as a stop signal.

Controller 182 further is operably coupled to an output device 192, suchas a screen, a portable memory, a network connection, a wireless networkdevice, such as a cell phone or a transceiver, a serial connection, or aprinter. Output device 192 permits the data to be provided to a computeror other device for further processing. Controller 182 in one embodimentis further operably coupled to an input device 194, such as a keypad,touch screen, keyboard, network connection, wireless network device, aportable memory, or a serial connection to permit information to beprovided to controller 182 such as software updates.

In one embodiment, controller 182, transmitters 188 a, 188 b, receiver190, memory 184, output device 192, input device 194, and/or at leastsome of sensors 180 are components of the Sigma Elite System availablefrom Pi Research located at 8250 Haverstick, Suite #275, Indianapolis,Ind. 46240. Additional details regarding exemplary controllers 182,transmitters 188 a, 188 b, receiver 190, memory 184, output device 192,input device 194, and/or at least some of sensors 180 is found in U.S.Pat. No. 5,173,856 assigned to Pi Research Limited, the disclosure ofwhich is expressly incorporated by reference herein.

Enclosure 100 further includes at least one safety alarm 200. Safetyalarm 200 includes a sensor to monitor at least one environmentalcondition of the enclosure to provide an alarm indication if the atleast one environmental condition is not acceptable. In one embodiment,safety alarm 200 provides a visual indication of an alarm condition, anaudible indication of an alarm condition, a tactile indication of analarm condition, and/or a combination thereof. In one example, alarm 200provides an indication of an alarm status to a remote device, such ascontroller 202 over one of a wired connection and a wireless connection.Controller 202 may then actuate other devices based on the alarm status,such as opening entrances 114 and 116, powering on various air handlingunits, turning on sprinkler systems, and/or initiating a communicationto safety personnel, such as a fire department.

An exemplary safety alarm is a carbon monoxide detector and alarm whichis configured to detect levels of carbon monoxide in the enclosure. Asvehicles are being tested, the engines of the vehicles produce exhaustthat contains carbon monoxide. An exemplary carbon monoxide detector isthe Nighthawk Premium Plus Carbon Monoxide Alarm available from Kiddelocated on the Internet at www.kidde.com. Other exemplary alarms mayinclude smoke detectors, and additional gas sensors such as formaldehydedetectors.

Enclosure 100 further includes one or more air handling units 204 whichalter the conditions of the air within enclosure 100. A preferred airhandling unit is a dehumidifier 204 which is used to remove moisturefrom the air in the enclosure. The dehumidifier removes moisture fromthe air in enclosure 100 and deposits the removed moisture outside ofenclosure 100 through a conduit or hose 206. An exemplary dehumidifieris the Air Quest 1000 made by AQS. Other exemplary air handling unitsinclude heaters, fans, exhaust fans, air purifiers, air filters. In oneexample, air is introduced into the enclosure such that the enclosure ismaintained at a higher pressure than the outside environment. Airhandling units 204 are shown positioned in sections 160 and 164, but maybe positioned at multiple locations in the enclosure.

In one embodiment, enclosure 100 includes one or more sensors 207 tosense one or more environmental conditions of enclosure 100,such astemperature, humidity, and/or pressure. In one example, sensors 207 areincorporated into a portable weather station, such as the Vantage prosystem available from Davis Instrument Corp. located at 3465 Diablo Ave.Hayward, Calif. 94545, USA. The measurements taken by sensor 207 areprovided to controller 202 over one of a wireless connection or a wiredconnection. Sensor 207 is shown positioned in section 162, but may bepositioned at multiple locations in the enclosure.

In one embodiment, controller 202 controls the operation of one or moreof the environmental devices, such as a dehumidifier to alter theenvironmental condition of enclosure 100. As such, controller 202 isable to maintain a constant temperature, a constant humidity, and/orother environmental condition within enclosure 100.

Enclosure 100 further includes visual indicators to communicate to adriver of vehicle 150 of the beginning of section 162 and of the endingof section 162. In one example, the visual indicators are a green light208 at the beginning of section 162 and a red light 210 at the end ofsection 162. Green light 208 and red light 210 are visible by the driverfrom direction 214 as vehicle 150 travels in direction 212. A secondgreen light 216 and a second red light 218 are visible by the driverfrom direction 212 as vehicle 150 travels in direction 214.

In one embodiment, enclosure 100 further includes at least one videocamera 209 to record the testing of vehicle 150. Video camera 209 isshown positioned in section 164, but may be positioned at multiplelocations in the enclosure. Video camera 209 may record the testing ofvehicle 150 on film, store images on an associated memory, and/or sendvideo images to controller 202.

Referring to FIG. 9, in one embodiment, enclosure 100 includes locationmarkers 211 which provide an indication to the driver of vehicle 150 ofis location in enclosure 100. In one example, location markers 211provide an indication of the feet remaining to the beginning of testsection 162 in hundreds of feet. Also shown in FIG. 9, enclosure 100 mayfurther include lighting 213 to illuminate enclosure 100. Further,enclosure 100 may further include directional markers 215, such as conesor barriers, to provide an indication of the preferred direction oftravel for vehicle 150.

Returning to FIG. 4, an exemplary testing method of vehicle 150 isdescribed. Vehicle 150 is introduced into enclosure 100 through entrance114. Once vehicle 150 is located inside enclosure 100, entrance 114 isclosed. Vehicle 150 is moved to section 160 of support 104. If vehicle150 is not currently running, the engine of vehicle 150 is started and adriver is positioned in vehicle 150. The controller 182 on vehicle 150is verified to be working properly. To begin the test the driver ofvehicle 150 accelerates vehicle 150 to a desired speed, such as 120 mph,prior to entering section 162.

As vehicle 150 passes transmitter 188 a, receiver 190 on vehicle 150receives the signal being emitted by transmitter 188 a. Controller 182recognizes based on the received signal that vehicle 150 is in section162 of support 104 and begins to store sensor data in memory 184 or atleast provides an indication in the sensor data that vehicle 150 hasentered section 162. Vehicle 150 exits section 162 when it passestransmitter 188 b. When vehicle 150 passes transmitter 188 b, receiver190 on vehicle 150 receives the signal being emitted by transmitter 188b. Controller 182 recognizes based on the received signal that vehicle150 has exited section 162 of support 104 and ceases to store furthersensor data in memory 184 or at least provides an indication in thesensor data that vehicle 150 has left section 162.

The driver of vehicle 150 decelerates vehicle 150 in section 164 to asafe stop. It should be noted that based on the testing being performedthe speed of vehicle 150 as it exits section 162 may be higher than,less than, or generally equal to the speed of vehicle 150 when it enterssection 162. Vehicle 150 is either driven onto or moved onto a turntable172 located in section 168 of support 104. Turntable 172 is rotatable indirections 224 and 226 to aid changing the orientation of vehicle 150.It should be noted that turntable 172 is a manually powered turntable.However, a powered turntable may be used. A similar turntable 170 islocated in section 160 and is rotatable in directions 228 and 230 to aidin changing the orientation of vehicle 150 in section 166.

Using turntable 172 the orientation of vehicle 150 is changed such thatvehicle 150 is facing in direction 214 towards section 162. The sensordata from the first test run is either downloaded or otherwisecommunicated from memory 184 through output device 192 to a remotedevice such as controller 202, is deleted, or remains stored in memory184. If the sensor data from the first test run remains in memory 184,controller 182 is configured to store a separate second set of sensordata in memory 184 without overwriting or otherwise deleting the firstset of sensor data.

To begin the second run the driver of vehicle 150 accelerates vehicle150 to a desired speed, such as 120 mph, prior to entering section 162from section 164. As vehicle 150 passes transmitter 188 b, receiver 190on vehicle 150 receives the signal being emitted by transmitter 188 b ora signal emitted by a transmitter 188 c which is aligned withtransmitter 188 b (if the signal transmitted by transmitter 188 b is aline of sight transmission and receiver 190 is positioned on a singleside of the vehicle, receiver 190 will not detect the signal fromtransmitter 188 b as vehicle 150 travels in direction 214 hence the needfor transmitter 188 c). Controller 182 recognizes based on the receivedsignal that vehicle 150 is in section 162 of support 104 and begins tostore sensor data in memory 184 or at least provides an indication inthe sensor data that vehicle 150 has entered section 162.

Vehicle 150 exits section 162 when it passes transmitter 188 a andtransmitter 188 d which is aligned with transmitter 188 a. When vehicle150 passes transmitter 188 a and transmitter 188 d, receiver 190 onvehicle 150 receives the signal being emitted by either transmitter 188a or transmitter 188 d. Controller 182 recognizes based on the receivedsignal that vehicle 150 has exited section 162 of support 104 and ceasesto store further sensor data in memory 184 or at least provides anindication in the sensor data that vehicle 150 has left section 162.

It should be noted that transmitters 188 c and 188 d are only requiredif receiver 190 is unable to receive signals from transmitters 188 a and188 b as vehicle travels in direction 214 due to the line of sightoperation of transmitters 188 a, 188 b and receiver 190. In one example,transmitters 188 a, 188 b, and receiver 190 are configured to detect RFenergy and do not require line of sight detection.

In a first exemplary testing method, vehicle 150 is configured in afirst aerodynamic configuration. A particular configuration of vehicle150 is known as a vehicle setup. Vehicle 150 is then accelerated to adesired speed, such as about 120 mph to about 130 mph, prior to enteringsection 162. Once vehicle 150 enters section 162 it is allowed to coastuntil it exits section 162. The decay in speed of vehicle 150 as ittravels through section 162 is attributable to the aerodynamicproperties of the setup of vehicle 150.

In one example, vehicle 150 is accelerated by a driver and vehicle 150is allowed to coast by the driver removing his foot from the acceleratorand not applying the brake. The driver uses visual indicator 208, anotification from controller 182 (on a display or speaker not shown), ora combination of the two as an indication that vehicle 150 has enteredor is about to enter section 162. Similar indications are used tocommunicate that vehicle 150 has exited section 162. Vehicle 150 canalso be configured to coast by controller 182 automatically disablingthe acceleration capability of the vehicle when it is detected thatvehicle 150 has entered section 162. In another example, vehicle 150 isaccelerated and/or steered by a controller, such as controller 182.Inputs to controller 182 can be provided by a remote input device (notshown). Controller 182 detects when vehicle 150 enters section 162 andautomatically permits vehicle 150 to coast.

Various modifications can be made to the vehicle setup of vehicle 150 toeffect its aerodynamic properties. For instance, assuming vehicle 150 isa race car, the clearance between vehicle 150 and support 104 may beadjusted or the orientation or configuration of one or more components,such as a spoiler (for instance the length of a wicker bill can beadjusted). Once vehicle 150 has been configured in a second setup, thesame testing described above can be repeated. Since the volume of air inenclosure 100 is a generally repeatable static volume of air, anychanges observed in the decay of speed of vehicle 150 or otherparameters being measured can be attributed directly to the change invehicle setup as opposed to changes in the volume of air surroundingvehicle 150. Similarly if enclosure 100 provides generally constanttemperature conditions or generally constant humidity conditions, theeffects of temperature fluctuation or humidity fluctuation can beignored when evaluating performance characteristics.

In a second exemplary testing method, vehicle 150 is configured in afirst aerodynamic configuration. Vehicle 150 is then accelerated to adesired speed, such as about 120 mph to about 130 mph, prior to enteringsection 162. Once vehicle 150 enters section 162, vehicle 150 is held ata generally constant speed, such as the desired speed. The requirementson vehicle 150, such as the revolutions per minute (rpm) of the engine,to maintain the desired speed are due in part to the aerodynamiccharacteristics of vehicle 150.

Similar to the first testing method, various modifications can be madeto the vehicle setup of vehicle 150 to effect its aerodynamicproperties. Once vehicle 150 has been configured in a second setup, thesame testing described above can be repeated. Again, since the volume ofair in enclosure 100 is a generally repeatable static volume of air, anychanges observed in the requirements on vehicle 150 or other parametersbeing measured can be attributed directly to the change in vehicle setupas opposed to changes in the volume of air surrounding vehicle 150.

Any of the testing methods described herein or additional testingmethods can include multiple vehicles 150 to determine how a particularsetup of one of vehicles 150 responds in traffic conditions. In oneexample, at least two vehicles are tested simultaneously under normaloperating conditions in either a side-by-side orientation or a front andback orientation. In another example, vehicle 150 tows a dummy vehicle,i.e. a vehicle not currently operating under its own power, duringtesting. The effect of the setup of the dummy vehicle does not effectthe measurements being recorded for various setups of vehicle 150 aslong as the setup of the dummy vehicle remain constant. It should beappreciated that the presence of the dummy vehicle will have an effect,but that effect should be a repeatable test condition due to theconstant setup of the dummy vehicle.

Similarly, additional components not otherwise used with vehicle 150during normal operation may be added to vehicle 150 for a variety ofreasons including safety. The presence of these additional componentsmay alter the measurements taken during testing of vehicle 150, butshould provide a constant effect from one setup of vehicle 150 toanother setup of vehicle 150. Therefore, any change in the measurementstaken during testing as a result of the presence of the additionalcomponents should be constant from one setup to the next setup.

As shown in FIG. 10, an exemplary additional component is light 400coupled to vehicle 150. Light 400 is powered by vehicle 150 and providesan extra set of lights in case lighting 213 in enclosure 100 isinadvertently turned off or otherwise loses power.

As stated above, assuming at least a portion of section 162 has adownhill grade, such as a downhill grade of about two percent, therolling resistance of the wheel bearing (not shown) on vehicle 150 canbe measured. Vehicle 150 is rolled up to the entrance to section 162 andallowed to roll into section 162. The mechanical drag of vehicle 150 dueto the wheel bearing can be measured independent of the aerodynamic dragdue to the setup of the vehicle. Also, since the downhill grade alwaysprovides a constant power source and the volume of air in enclosure 100is a generally repeatable static volume of air, the incorporation of adownhill grade in enclosure 100 provides a repeatable environment fortesting mechanical drag.

Although a few exemplary testing setups have been described to brieflydemonstrate various ways in which enclosure 100 may be used to gatherinformation for use in the evaluation of a performance characteristic ofvehicle 150, enclosure 100 may be used for further testing setups toprovide data for the evaluation of other performance characteristicswherein a repeatable testing environment is needed for a vehicleoperating under its own power.

Referring to FIGS. 6 and 7, an exemplary entrance 300 is shown. Entrance300 may be used for entrance 114, 116. Entrance 300 includes an uppersection 302, illustratively shown as a roll top door and a lower section304. Lower section 304 is configured to be received in an opening 306 ofentrance 300 and to support a lower portion 308 of the upper section302. In use, lower section 304 is placed in opening 306 and the door ofupper section 302 is lowered until lower portion 308 of the door restson lower section 304.

Lower section 304 is not fixably coupled to upper section 302 or wall310 bounding entrance 300. As such, lower section 304 may breakaway fromupper section 302 if it is impacted by vehicle 150 thereby permittingvehicle 150 to egress from the enclosure. In one embodiment, lowersection 304 includes an at least partially translucent portion 312 whichpermits light to enter enclosure 100 and/or provides an indication ofthe location of lower section 304.

Also shown in FIG. 6, a barrier 314 is provided which protects a shelter316 from oncoming an vehicle 150 and funnels vehicle 150 toward lowersection 304. Shelter 316 may be used by personnel for various activitiesand as a safe place from which to observe testing.

Referring to FIG. 8, a second support 318 is shown. Second support 318is generally positioned adjacent to second end 110, but may also bepositioned adjacent first end 108. Second support 318 provides a supportfor vehicle 150 if it egresses from enclosure 100, such as by breakingthrough lower section 304. Second support 318 further includes an impactmember 320 which aid in the deceleration of vehicle 150. In one exampleimpact members 320 are vehicle tires, barrels of sand, or a crushablebarrier. Second support 318 further supports barriers 322 which limitthe direction of travel of vehicle 150 and funnel vehicle 150 towardsimpact member 320.

Although the present invention has been described in detail withreference to preferred embodiments, variations and modifications existwithin the scope and spirit of the present invention as described anddefined in the following claims.

1. An apparatus for testing a vehicle moving under its own power toevaluate at least one performance characteristic of the vehicle, thevehicle having a controller, the apparatus comprising: a supportconfigured to support the vehicle and to permit the vehicle to travelover an upper surface of the support; an upper portion, the upperportion and the support cooperating to define an enclosure, the upperportion having an entrance, the entrance being positionable in an openposition permitting the vehicle to ingress into and egress out of theenclosure and a closed position generally blocking the vehicle fromingress into and egress out of the enclosure; a first transmittercoupled to one of the support and the upper portion and located at afirst position along a length of the support, the first transmitterconfigured provide an indication to the controller of the vehicle thatthe vehicle has passed the first position, the first position beingchosen to provide a sufficient length of the support to permit theacceleration of the vehicle to a predetermined speed prior to reachingthe first position; and a second transmitter coupled to one of thesupport and the upper portion and located at a second position along thelength of the support spaced apart from the first position, the secondtransmitter configured provide an indication to the vehicle that thecontroller of the vehicle has passed the second position, the secondposition being chosen to provide a sufficient length of supportsubsequent to the second position to permit the vehicle to decelerate toa stop.
 2. The apparatus of claim 1, wherein the upper surface of thesupport is generally straight along a length of the support.
 3. Theapparatus of claim 2, wherein the support includes a concrete substrateand an asphalt upper portion, the upper surface being generally smooth.4. The apparatus of claim 3, wherein the smoothness of the upper surfaceis about a 40 road number.
 5. The apparatus of claim 1, wherein thefirst transmitter and the second transmitter each emit a signal that isreceived by a receiver on the vehicle as the vehicle passes by therespective transmitter.
 6. An apparatus for testing a vehicle movingunder its own power to evaluate at least one performance characteristicof the vehicle, the apparatus comprising: a support configured tosupport the vehicle and to permit the vehicle to travel over an uppersurface of the support; and an upper portion, the upper portion and thesupport cooperating to define an enclosure, the upper portion having anentrance, the entrance being positionable in an open position permittingthe vehicle to ingress into and egress out of the enclosure and a closedposition generally blocking the vehicle from ingress into and egress outof the enclosure; the upper portion further including a break awaysection removably coupled to the upper section and configured to becomespaced apart from the remainder of the upper portion when the vehicleimpacts the breakaway section, the breakaway section thereby permittingthe vehicle to at least partially egress from the enclosure.
 7. Theapparatus of claim 6, wherein the entrance includes a door and thebreakaway section is a first portion of the door.
 8. The apparatus ofclaim 7, wherein at least a portion of the breakaway section is at leastpartially translucent.
 9. The apparatus of claim 6, further comprising asecond support positioned outside of the enclosure and adjacent thebreakaway section, the second support configured to support the vehicleas it egresses from the enclosure through the breakaway section.
 10. Theapparatus of claim 9, further comprising an impact member supported bythe second support and configured to aid in the deceleration of thevehicle.
 11. The apparatus of claim 10, wherein the impact member is aplurality of tires.
 12. An apparatus for testing a moving vehicle toevaluate at least one performance characteristic of the vehicle, thevehicle having a first component, the apparatus comprising: an enclosurehaving a first entrance and a support configured to permit the movementof the vehicle relative to an upper surface of the support, the firstentrance configured to permit ingress and egress of the vehicle relativeto the enclosure; a sensor adapted to be coupled to the vehicle andconfigured to monitor the first component of the vehicle and to providesensor data corresponding to the first component of the vehicle; a firstindicator located at a first position within the enclosure and a secondindicator located at a second position within the enclosure, the secondposition being spaced apart from the first position and the portion ofthe support located generally between the first position and the secondposition defining a test region of the apparatus, the first indicatorbeing configured to provide a first indication corresponding to thevehicle being at the first position and the second indicator beingconfigured to provide a second indication corresponding to the vehiclebeing at the second location; and a controller operably coupled to thesensor and configured to collect information related to the sensor dataat least when the vehicle is in the test region, the test region beingof a length sufficient to permit the collection of information relatedto sensor data for a predetermined period of time.
 13. The apparatus ofclaim 12, wherein the predetermined period of time is at least about 5seconds to about 7 seconds.
 14. An apparatus for testing a vehiclemoving under its own power to evaluate at least one performancecharacteristic of the vehicle, the apparatus comprising: a supportconfigured to support the vehicle and to permit the vehicle to travelover an upper surface of the support, the support being of a sufficientlength to permit the vehicle to accelerate, move at a desired speed anddecelerate in its normal mode of operation; and an upper portion, theupper portion and the support cooperating to define an enclosure, theupper portion having an entrance configured to permit ingress into andegress from the enclosure; at least one turntable coupled to the supportand configured to support the vehicle and to change the orientation ofthe vehicle, the at least one turntable being positioned at a first endof the support.
 15. The apparatus of claim 14, wherein the turntable isa powered turntable.
 16. The apparatus of claim 14, wherein theturntable is a manual turntable.
 17. An apparatus for testing a vehiclemoving under its own power to evaluate at least one performancecharacteristic of the vehicle, the vehicle including at least onesensor, the apparatus comprising: an enclosure having a controllableenvironment; the enclosure including a first section for vehicleacceleration to a predetermined speed, a second section for gatheringinformation from the sensor for evaluating at least one performancecharacteristic of the vehicle at the predetermined speed for apredetermined time, and a third section for vehicle deceleration to astop; and a controller for controlling at least one environmentalcondition of the enclosure to provide for subsequent testing of thevehicle at generally repeatable environmental conditions.
 18. Theapparatus of claim 17, wherein the environmental condition is selectedfrom the group of temperature and humidity.
 19. The apparatus of claim17, further comprising a sensor within the enclosure to monitor theenvironmental condition and to provide an indication of theenvironmental condition to the controller.
 20. The apparatus of claim19, further comprising an environment adjustment device configured toadjust the environmental condition, the environment adjustment devicebeing controlled by the controller based on the indication received fromthe sensor.
 21. The apparatus of claim 17, further comprising an alarmto monitor the environmental condition of the enclosure.
 22. Theapparatus of claim 21, wherein the alarm is a carbon monoxide alarm.